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5 Sheets-Sheet 1.

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THOMAS. RAILWAY ROLLING STOCK.

P nted May 23-, 1882.

N, PETERS. Photo-Lithographer. Washington, 0. c.

(No Model.) 5 Sheets-Sheet 2.

G.THOMAS.

RAIL WAY ROLLING STOCK.

No. 258,504. Patented May 23, 1882.

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G THOMAS.

V RAILWAY ROLLING STOCK. No. 258,504. Patented May 23, 1-882.

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N. PETERS. Fhalmlilhographur, Washmgicn. 04 c.

(No Model.) 5 Sheets-Sheet4. G. THOMAS.

RAILWAY ROLLING STOOK. 7

No. 258,504. Patented May 23, 1882.

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5 Sheets-Sheet 5. G. THOMAS. RAILWAY ROLLING STOCK. No. 258,504.Patented May 23, 1882.

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UNTTED STATES PATENT OFFICE.

GEORG THOMAS, OF MAYENOE, GERMANY.

RAILWAY ROLLiNG STOCK.

SPECIFICATION forming part of Letters Patent No.'258,504, dated May 23,1882.

Application filed October 14, 1860. (No model.) Patented in GermanyMarch 10, 1880, No.12,635; in Franco September 14, 1880, No. 138,693; inItaly September 17, 1880, XIV, 12,195 and XXIV, 5265; in BelgiumSeptember 18, 1880, No, 52,598; in England September 24, 1880, No.3,873, and in Austria-Hungary November 7, 1880, N05. 28,009 and 33,994.

To all whom it may concern:

Be it known that I, GEORG THOMAS, ofMaycnce, Germany, have invented newand useful Improvements in Rolling Stock, of which the following is aspecification.

The invention has for its object a steam-car riage which may run on mainand branch lines with the speed of ordinary passenger-trains, and whichmay replace a railway-train where there is no great traffic. For thispurpose a small locomotive-engine of special construction and apassenger-carriage with two stories are combined in such amanncr thatthey may either be connected and used as a steam-carriage or appliedseparately-the former as a locomotive and the latter as an ordinaryrailway carriage. If used separately, a reserve axle is applied to thefront of the engine and couplings, buffers, 850., to the back, theengine being preferably constructed with only one (lrivingaxle, situatedat the back thereof.

In the accompanying drawings, Sheets I, II, and III, which illustrate myinvention, Figure l is a side elevation, and Fig. 2 a plan, of alocomotive and carriage combined; Fig.3, a longitudinal section of thelocomotive part, and Fig. 4 a longitudinal section of the carriage partseparated, while Figs. 5 and 6 show the underframe of the locomotive andcarriage, respectively. Fig. 7 is a front view of the locomotive andcarriage combined; Fig. 8, a crosssection showing the boiler and underframe of the locomotive; Fig. 9, an end elevation, and Fig. 10 across-section, of the carriage.

For uniting the locomotive with the carriage the main beams of the underframe are connected by fish-plates c c", Fig. 1, the front beams, (Z (1,Figs. 3 and 4, bolted together; and the contiguous walls and posts 6 6,Figs. 3 and 4, are likewise connected by bolts.

For using the locomotive independently after having been detached fromthe carriage, buffers and a traction-hook are attached to the back and asmall reserve axle, G, with wheels placed in its hearings, in front ofthe locomotive. The locomotive carriesits water-supply in the two tanksm m, Figs. 2 and 5, placed right and left, belonging to the under frameot'thc machine and communicating with each other, thefeed-watcr beingintroduced through funnel n, Figs. 2 and 7.

The carriage part can be converted into a passen gar-carriage for anyordinary use by attachin g the buffers and using for the bolts the sameholes which have served for connecting the carriage with the locomotive.

The boiler is an ordinary locomotive-boiler, f, placed direct over thedrivingaxle a and parallel with the same, Fig. 2.

If thelocomotive and carriage are combined, the water-supply is carriedin the main reservoir g, Figs. 1, 2, 4, and 6, communicating with thetwo lateral cisterns t 2', Figs. 2, 4, and 10, through the pipes h,Figs. land 4, and receiving their supply simultaneouslywith the saidcisterns. By this arrangement the center of gravity of the carriage isnot materially dis= placed in consequence of the diminution of thefeed-water. The feed-water is supplied from the sides of the carriagedirectly into the said upright cisterns i 01 through the feed-openingsR, applied at a suitable height for the deliverypipes of thewater-cranes, so as to dispense with any connecting-pipes. Thelocomotive and the carriage are in direct communication through a door,1', Figs. 4, 7,8, and 10, and through top openings, t t, in the roof ofthe engine-cab, Figs. 1 and 7. There is also an indirect communicationthrough the speaking tube a a, Figs. 1, 3, and 4.

Besides the letters of reference used in describing the invention, thefollowing letters serve for the further explanation of the drawings.

lis a coal-box; o 0, plate on which the engine is mounted, p,carrying-springs (four) of the driving-axle; q, bearings (four) of thedriving-axle; 8, stand from which the hand-brakes may be operated.

1 am aware of the Patent N 0. 27,002, dated 31st January, 1860. Thespecification of this patent shows an independent smalllocomotiveandabogie-carriagehavingno frontwheels, but resting with thefront end on the locomotive. In my steam-carriage, however, the carriagepart represents a complete passengercarriage, which need only beseparated from the locomotive to form an entirely independentpassenger-carriage. To use the locomotive part of my steam-carriageseparately, the addition of a reserve axle is'required, which is not thecasein Patent No. 27,002, where the front axle is permanently attachedto the locomotive.

Specification of Patent No. 184,409, dated 14th November, 1876, shows anindependent carriage attached to an independent locomotive, so that aportion of the weight of the carriage falls upon the hind axle of thelocomotive, which is effected by means of bevelwhecls and screw-spindlesserving to support and raise the platform of the carriage.

I do not claim any of the methods of connection described byspecilications Nos. 27,002 and 184,409, and by which a light andindependent locomotive attains the adhesion necessary for its use. Mylocomotive can be separated from the carriagepartwithoutlosing theadhesion necessary for independent use.

The specification ofPatent No. 69,330,dated 1st October, 1867, shows asteam-carriage in which the engine part cannot be disconnected, whilethe claims only refer to circular bogietrucks and the driving-gear. Iclaim no part of the invention shown and claimed in this specification.

\Vhat I claim is 1. Inarailroad-locomotive having two axles,

the combination of a fixed driving-axle, a removable reserve axle,removable buffers, and removable traction-hook for the purpose ofrendering the locomotive applicable either as an independent vehicle,with the removable axle, tractionhook, and bufi'ers attached, or as partof a steam-carriage by detaching the movable axle, the removablebuffers, and traction-hook, and attaching the under frame to the underframe of acarriage, substantially as described.

2. In arailroad-locomotive having two axles, the combination of a fixeddriving-axle with a removable reserve axle and a horizontal boilerplaced over the driving-axle and parallel with the same, substantiallyas described.

3. In a railroad-vehicle consisting of a carriage proper and adetachable locomotive part, the combination of a feed-water tank carriedby the locomotive part with an independent feedwater reservoir, 9,placed under the carriage part, and lateral cisterns it, provided withfeedopenings It, substantially as and for the purpose described.

lhis specification signed by me this th day of August, 1880.

GEORG THOMAS. [L. s] \Vitnesses:

A. HEIDELBERGER, CARL ED. HAHN.

